I have seen another engine mount that looks very much like Vic's, but that was after an accident where the nose wheel folded back up under the fuse. There's no way to know if the damage was there prior to the accident.

No crack repair done yesterday on a -10. Total of about 3 man hours including removing and reinstalling cowl and powder coating the plate. We put an engine hoist on the engine and lifted until the bar came out of the hole, then made sure the plate fit with no interference, then powder coated it and installed it. Not a big job.

I don't disagree with you, Vic, but I don't like any of those options with steel parts. Either way, I'd worry about trapping moisture and potential for corrosion. Since my mount is currently off the project (I'm doing firewall stuff), I have the luxury of having it welded in place, cleaned, and re-powdercoating it. But for those who are doing a flying fix, think about corrosion protection. I'd say something between the two parts to help keep the powdercoat or paint intact, especially if you don't use fasteners because I'd expect there to be some vibration otherwise.

did the inspection. NO crack. 400hre all paved runway.
I found some mark on my wd-1016. It look a little bit more than the powder coating. Not much. Is it normal?. It look like it's the area were it rub against de-1001-e elastomer plate.

For those of you installing the doubler, I really think it needs some sort of attachment. Either proseal, structural adhesive or some Cheryy Max rivets. I have discussed this with Van's.

Vic

Vic,
Your recommendations were given serious consideration (actually they had been considered before you recommended them), but in the end the decision was made to issue the NOTIFICATION without recommending any type of attachment for a couple of reasons.

- It is difficult to describe placement of a sealant or material in a way that everyone will do it the same. A very thin layer would be desired. People that didn't do so could be inducing other problems.
- There are doubts whether Proseal or any other adhesive would hold up under the abusive load cycles this area of the nose gear system gets.
Rivets or other semi-permanent attachment would make it difficult to do any inspection of the surfaces. As currently designed, removal of one bolt during the condition inspection will allow good inspection of the area inspection

If the doubler is installed without welding (as done in the case of no cracks found) and is installed as prescribed, with some compression pre-load on the elastomers even when the nose gear leg is hanging free, and it is maintained in this state; the engineering team involved with developing the change believes it will work as designed as is.

__________________Any opinions expressed in this message are my own and not necessarily those of my employer.

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